Steam engine



June 7. 1927.

W. B. L-lPSCOMB STEAM ENGINE Filed June 2 0, 1922 2 Sheets-Sheet, 1

314452 2145 014- W (WK/[M272 fi. [yaw/22A.

June 7, 1927.

1,631,743 w. B. LIPSCOMB STEAM ENGINE Filed June" 20, 1922 2 Sheets-Sheet 2 1? 1061120222 fi [yum/2M.

Patented June 7, 1927.

nnrrsn STATES I PATENT OFFICE.

WILLIAM B. LIPSCOMB, OF WASHINGTON, DISTRICT OF COLUMBIA.

STEAM ENGINE.

Application filed'J'une 20, 1922. Serial No. 569,680.

from the engine cylinder.

As the invention is especially adapted for use with locomotives, although some of the features thereotare adapted for use with other iorms otslieam engines, I have in the accompanying drawings illustrated its embodiment in a locomotive.

Referring to the invention, particularly as applied to a locomotive, an object thereof is to provide a valve mechanism which will be more eliicient in operation than the slide valve and piston valve devices commonly in use. I V

A further object of the invention is to provide means whereby in event of injury to one head or end section of the driving cylinder ot a locomotive an. easily ellec'ted adjustment of the valve mechanism will enable the other cl amber ot' the cylinder to i unc tion as usual, instead of rendering the entire cylinder useless.

T he present invention, broadly considered, involves substituting for the slide valve or piston valve commonly employed to regulate the admission. or steam alternately to'the opposite ends or a locomotive driving cylinder a plurality of oscillating valves, two being shown, each controlling thesupply of steam from one of the chambers of the driving cylinder.

More particularly, the inventionincludes a novel form of valve whereby steam passes through a cylindricaloscillating valve, on radial lines, to and from the port communi cating with the engine cylinder. By this arrangement the same passage is utilized tor conducting live steam to and exhaust steam from a cylinder so that there is no danger of the valve passages becoming clogged.

lVith the foregoing and other objects in view the invention consists in the construction and arrangement of parts that will be hereinafter fully pointed out and described in connection with the accompanying drawings, in which Figure l is a side elevation of a locomotive driving cylinder having an en'ibodiment of my improved valve mechanism applied thereto. I

Figure 2 is a front elevation of the parts shown in Figure 1 and the forward end of the locomotive boiler.

Figure 8 is a longitudinal vertical section through the valve chest and driving cylinder, on an enlarged scale.

lligure 4 is a similar section showing the valves in a reversedposition from that illustrated in Figure 3.v

igure 5 is a transverse section substantially on the line 55 of Figure 3. V

Figure 6 is a transverse section on the line (3 6 ot'Figure 3.

- Figure 7 is a detail section of a portion of one of the valves, on an enlarged scale to show the packing or expansion strip.

Figure 8 is a perspective of a portion of one ofthe valves, detached, thevalve being in section. I

In the drawings several of the parts are shown more or less conventionally and for the )ur )ose merelv of indicatin the relative positions of my improved valve mechanism to other parts ot a steam locomotive, and 1t will be understood that, except where specifically referred to in the following claims, my invention is not to be understood as limited to the exact form of the embodiment illustrated. That is, there can be various changes in the form and proportions of the parts illustrated without departing from the spirit orv scope of the invention.

In the drawings, 1 indicatesa driving cylinder of a locomotive Within which a piston 2 is adapted to operate. The stem or 7 rod 3 of the piston is connected by a pitman or driving rod at to drive wheel 5 of the locomotive. Such parts not being of my invention, it is not necessary to refer in further dctall to the connect1on between the piston 2 and drive wheel 5. Any of the terms of such connections: commonly in use may be employed.

.Thecylinder'2 is provided with the usual ports 6, 7, through which steam is supplied to opposite sides of the piston 2.

In place of the ordinary slide or piston valve and valve chest, I provide a valve chest which'is interiorly divided into a steam supply chamber 8, an exhaust chamber 9 and two cylindrical valve seats, which are positioned between the chambers 8, 9 and each of which 18 provided with a port 10 that communicates 'with the adjacent cylinder port, 6, 7. The valve chest is suitably attached to the cylinder 1 and other parts of the locomotive, and each of the valve seats therein is also provided with an inlet port 11 communicating with the steam chamber 8 and an exhaust port- 12 that opens into the exhaust chamber 9. Steam is supplied to the steam space 8 from the boiler by a pipe'13 and the exhaust is conducted from the chamber 9 to the forward end of the locomotive, in the usual manner, by a conduit or pipe 14. a

It will, of course, be understood that the arrangement of parts iereinbefore referred to and shown in the drawing are duplicated on the opposite side of the locomotive, and therefore, in the description of the invention only one set of valve devices is specifically referred to.

The ends of the valve seats are closed by heads 16, which are bolted to the ends of the valve chest and on such heads are formed the bearings which support the oscillatory cylindrical valves 17.

Each valve 17 comprises a cylindrical body, which is closed at its ends and provided with an intern'iediate transversely extending web 18. A shaft 19 extends through the ends of the valve 17 and the intermediate web, as well as through a suitable stuffing box 20 formed on one of the heads 16, and

to its projecting end attached a crank arm 21.

To facilitate movement of each valve in its seat, it is preferred to interpose anti-friction bearings 22 between the valve and bosses or hubs formed on the inner faces of the heads 16 of the valve chambers.

Each valve is provided with an interior chamber or transversely extending passage, which extends across the axis of the valve and connects portsformed in the valve body and severally corresponding to the ports formed in the valve chamber wall. That is, each valveis provided with an inlet port 23, an exhaust port 24, and a port 25 which co-operates with the cylinder port 10 of the valve chamber. As shown, the port 25 is considerably wider than the ports 23 and 24, so that it will be in communication with the valve chamber port 10 when either the inlet ports of the valve and valve chamber are in communication or when the co-operating exhaust portsvof the valve and chamber are in operative relation. It will thus be seen that the passage through the valve will be, when the parts are operating, constantly in communication with the cylinder port of the valve chamber, while the inlet and exhaust ports at the other end of the passage will be alternately connected with their respective ports in the valve chamber wall, Thus steam is supplied to the engine cylinder and exhausted therefrom through the port 25 and the passage in the valve.

As shown, it is preferred to make the sev eral ports in the wall of the valve chamber ted in a groove extending throughout the length of the valve and beneath which strip a suitable leaf spring 28 is positioned. A-

similar strip may be arranged between the ports 23, 25.

The crank arms 21 are detachably connected, as 'by suitable bolts and removable nuts 30, with a valve trip rod 31 which is connected to the usual radius rod 32 and to a crank arm 33 on a rock shaft 34.

Any suitable means may be employed for reciprocating the valve trip rod 31. As shown, the radius rod 32 has a sliding engagen'ient with a quadrant 35 pivotally supported on the locomotive frame at 36 and one end of which, by means of a link rod 37, is connected to a crank 38 on the main driving rod or pitman 4.

WVith this arrangement and with the parts positioned as shown in Figures 1 and 3, it will be seen that steam will be supplied from the chamher8 through the ports 11, 23 of the left hand valve and the passage extending therethrough to the cylinder 6 and operate to move the piston 2 in the directionindicated by'the arrow in Figure 0. At this time the exhaust ports 24, 12 of the right hand valve mechanism are in alignment, and, therefore, the steam exhausted through the cylinder port 7 will pass into the passage in the valve through the port in the right hand valve (Figure 3) through the port 25 and into the exhaust chamber 9.

As the piston approaches the limit of its right hand travel, the valve trip rod31 will be actuated and the valves 17 oscillated to shift them from the positions shown in Figure 3 to those represented in Figure4. This results in connecting the passage of the right hand valve (Figures 3 and 4) with the live steam space 8 and the exhaust port 24 of the left hand valve with the exhaust chamber 9. In this position steam will be supplied to the engine cylinder through the port 7 and the exhaust through the port 6 will pass into the passage in the left hand valve and through the ports 24, 12 to the chamber 9. It will be seen that the width of the ports lit) 25 is such that both of said ports are constantly in engagement with the cylinder ports 6, 7, although the passage in the valve is alternately connected with inlet-"port 11 and exhaust port 12. V

By means of a lever 40 connectedthrough a'link 41 with an arm42 on the usual lift shaft 43, and the connection of said arm 1 with the radius rod 32, the valves may be reversed, if des red, or adjusted so that they of the valves and the driving'pistonmay be lubricate-d. An oil cup 50 secured to the top of the valve chest has its outlet extending to the steam space 8 and the lubricant discharged therefrom is carried by the steam into the valve seat and to the engine cylinder.

It is thought that the operation and ad vantages of the improvements will be readily understood from the foregoing description and drawings.

It will be seen that the invention provides a very compact and simple arrangement of parts by which the flow of steam to and from each end of the driving cylinder will be readily controlled. The valve construction is such that the valve is perfectly balancedat all times, the passage of steam therethrough being on a substantially diammetrical line and a minimum amount of power is required to rock the valves in their respective seats. are not exposed to the direct boiler pressure, as has been the case in constructions heretofore proposed. The two inlet ports 11 are constantly open so that the same pressure is applied to both valves. Leakage of steam about the valves is also positively prevented.

The chamber within the valve and the several parts thereof are so shaped, proportioned and related that a minimum movement of the valve in its seat is required to connect the cylinder 1 with either the steam supply or exhaust chambers. This is of the greatest practical importance in a locomotive valve mechanism. It will be appreciated that in a locomotive it'is necessary that the inlet to the cylinder be opened to its maximum extent as nearly instantaneously possible to avoid any delay in bringing the full volume of steam to act upon the piston.

In other forms of steam engines, it is not essential to have such a quick acting valve as is required for a locomotive, and, therefore, oscillating valves having the ports thereof relatively widely separated may be employed, necessitating a considerably greater extent of movement in passing from supply to exhaust posit-ion and vice versa.

Further, it is of great importance that the valve be of such form and so seated that movement thereof-will be opposed by a. minimum amount of friction or resistance. is one of the main features of the construction herein described. By providing the valve with an interior chamber and arranging the ports in the particular relation shown, the pressure of the steam admitted to the chamber acts in all directions instead of acting to force the valve bodily laterally 1n the That is. the valve ends- This direction in which it enters the valve, as is the case where the steam passage of the valve is formed only in the peripheral surface thereof.

Friction between the valve and its seat is also materially reduced by the eflicient lubrication afforded by the construction described and shown- The oil being carried into the interior of the valve and out therefrom by the inlet and exhaust of steam, enters the space between the valve and its seat and maintains thorough lubrication of the adjacent surfaces.

One of the great advantages of the improved construction in its application to steam locomotives is the fact that an injury to one end or head of the driving cylinder does not result in disabling the engine completely as regards that cylinder. It is only necessary in case of such an accident to dis connect the crank arm 21 of the valve controlling the supply of steam to the damaged end of the cylinder from the valve trip rod 31 and, if necessary, rock the valve slightly to effectually close the inlet port 11 of its cooperating valve seat. This will leave. the other chamber of the cylinder, controlled by the valve connected to the trip rod 31, to function normally and the power of the locomotive is only reduced one fourth.

Another advantage of the'improved construction as applied to a locomotive is that if the drive wheel 5should be stopped in a position where the connection to the driving rod 4 is on a dead center due to a breakage of any portion of the valve gear, it is only necessary to manually reciprocate the valve trip rod on the broken side to adjust the valves on the other side of the engine to start.

Having thus described the invention, wha is claimed is:

1. In a steam engine, the combination with a reciprocating driving piston and a cylinder surrounding the piston and having two ports communicating with its interior beyond the ends of the path of movement of the piston in either direction, of two valve seats of cylindrical form in cross section, each provided with an inlet port, an exhaust port, and a third port communicating with one of the ports of the driving cylinder, means for supplying steam to the inlet ports of both valve seats, and a tubular oscillatory valve in each valve seat having two ports, one adapted to connect the interior chamber of the valve with the'valve seat inlet port only and the other adapted to connect said interior valve chamber with the exhaust port of the valve seat only, said valves being alternately brought into operative position by oscillation of the valve in its seat, the valve having also a third port connecting the aforesaid interior valve chamber with the intermediate port of the va-lve seat when IOU either the valve inlet or exhaust ports are operative, the said interior chamber oi"; the valve constituting a common conduit for supplying live steam to the cylinder and for the passage of exhaust from the cylinder.

2.1n a steam engine, the combination with a reciprocating driving piston and a cylinder surrounding the piston and having two ports communicating with its interior beyond the ends of the path of movement oi? the piston in either direction, ot' a valve casing comprising a steam supply chamber and two valve seats of cylindrical form in cross section, each valve seat having a continuous annular Wall provided with a single inlet port, communicating with the steam supply chamber, exhaust port and a third port Which communicates with one of the ports of the driving cylinder, the con struction beingsuch that a valve in said valve seat Will be free from exterior steam pressure except for the very small area of the aforesaid inlet port, and a tubular oscillatory valve in each valve seat having two ports, one adapted to connect the interior chamber of the valve with the valve seat inlet port only and the other adapted to con nect said interior valve chamber with the exhaust port of the valve seat only, said valves being alternately brought into operative position by oscillation of: the valve inits seat, the valve having also a third port connecting the aforesaid interior valve chamber With the intermediate port of the valve seat When either the valve inlet or exhaust ports are operative, the said interior chamber of the valve constituting a common conduit for supplying live steam to the cylinder and for the passage of exhaust from the cylinder. v

3.111 a steam engine, the combination With a reciprocating driving piston and a cylinder surrounding the piston and having two ports communicating with its interior beyond the ends of the path of movement of the piston in either direction, 01 a valve casing interiorly divided into a steam supply chamber, an exhaust chamber, and tWO valve seats of cylindrical form in cross section arranged on opposite sides or the steam supply chamber, each valve seat communicating With the supply chamber through an inlet port, and also having ports that communicate With the exhaust chamber and one of the ports of the driving cylinder, respectively, whereby a valve in the seat is subjected to exterior pressure trom the steam supply chamber only through the area of said inlet port, a tubular oscillatory valve in each valve seat having two ports, one

adapted to connect the interior chamber of the valve with the valve seat inlet port only and the other adapted to connect said intcrior valve chamber with the exhaust port of the valve seatonly, said valves being alternately brought into operative position by oscillation of the valve in its seat, the valve having also a third port connecting the aforesaid interior valve, chamber with the intern'iediate port of the valve seat When my hand. 1

WILLIAM BjLiPscoi rn 

